EMB-145 flight crew reported during climb in icing conditions; they got an engine #2 ice fail message and a bleed 2 over temperature passing 10000 feet MSL. After switching to engine #1 bleed system; they received the same messages as the #2 engine.
Synopsis
EMB-145 flight crew reported during climb in icing conditions; they got an engine #2 ice fail message and a bleed 2 over temperature passing 10000 feet MSL. After switching to engine #1 bleed system; they received the same messages as the #2 engine.
Narrative
Started as a normal flight. I was pilot flying. It was snowing in ZZZ and on the way to the runway we got de-iced and did an ice test A with no faults. After de-ice we elected to keep the APU off since it wasn't needed and AOM rev 10 allows it. It was an icing take off with engine bleeds selected and the icing override knob set to ENG (Engine). On the climb flow after Person A set the icing override knob to AUTO we got an E2 anti ice fail message on the EICAS around 2000 msl. Person A transferred coms to me has he grabbed the QRH. After completing the QRH checklist we decided to continue to ZZZ1 because the valve failed in the open position which did not compromise the safety of the flight. Shortly after passing though 10000msl we got BLEED 2 OVERTEMP message on the EICAS. Person A grabbed the QRH again and ran the associate checklist. In the check it says 'cross bleed - open; affected bleed - push out'. In doing so the load was transferred to bleed 1. Shortly after we got a BLEED 1 OVERTEMP. Rerunning the same checklist causing us to loose both bleed sources resulting in loss of pressurization and anti ice protection. In the moment I didn't think about the fact that we lost anti ice. I was worried about pressurization and knew we couldn't make it to ZZZ1 at 10000 msl with current FOB. So together we decided to return to ZZZ. I leveled off at our current alt of about 16000 msl and immediately asked Person A to request descent to 10000 msl and to return to ZZZ. ATC asks if we wanted to declare emergency. We told them no. I sent dispatch a message letting them know the situation and return to ZZZ while Person A gave our FA Person B a briefing (Person A is a CA upgrade student on OE (Operating Experience)). In the descent we got and EICAS message NO ANTI ICE/IN ICE CONDITIONS. At this point we are close to ZZZ and I knew we needed to get on the ground quickly so I asked Person A not to run the QRH for the NO ANTI ICE/IN ICE CONDITIONS because we needed to set up for the return and run all the normal checklists and the Overweight landing QRH. We got vectored for the ILS 1. Landed at ZZZ without any more issues. As we cleared the runway ATC asked if we needed any assistance from the trucks. We told them no and taxied to park at Gate XX. Suggestion: Since it was a maintenance issue I don't think we could have done anything differently to prevent the situation. CRM was strong. ATC was helpful. And Person A had a good OE learning experience. Overall I'm happy with the outcome.
Second reporter narrative
We got de iced with type 1 and 4. After de ice was complete we performed ice test A and it passed successfully. On departure passing 2;000 we got an E/2 ICE fail. The PF continued flying and I transferred radios to him and ran the QRH. Passing 10;000 we got a Bleed 2 over temperature. I ran the QRH and shut down bleed 2 per the QRH. After switching to just bleed 1; bleed 1 became over temperature. We decided to return to ZZZ at that time. Due to icing conditions we could not wait to burn fuel and decided to land overweight. We ran the overweight landing QRH. We informed dispatch; our flight attendant; and the passengers. We landed and taxied to the gate without further incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.